Transportation method and means



April 2, 1935. w. J. BIGLEY, JR 1,996,695

TRANSPORTATION METHOD AND MEANS Filed May 9, 1933 6 SheetsSheet 1 INVENTOR fl j; A vMwa,

TORNEYS P 1935. w. .1. BIGLEY, JR 1,996,695

TRANSPORTATION METHOD AND MEANS Filed May 9, 1933 6 Sheets-Sheet 2 ATTORN Y April 2, 1935. w. J. BIGLEY, JR 1,996,695

TRANSPORTATION METHOD AND MEANS Filed May 9, 1935 6 Sheets-Sheet 3 INVENTOR ATT NEY April 2, 1935. w. J. BIGLEY, JR

TRANSPORTATION METHOD AND MEANS Filed May 9, 1933 Q UN Nw aw m% u:\\ QM QN 00 CO0 00 MN ww Maw 3 00 u n 2. oo Jl 5| Q wwm ww NwN WNW 6H EN I k MR 1 BY W- AT ORNEYS April 1935. w. J. BIGLEY, JR 1,996,695

TRANSPORTATION METHOD AND MEANS Filed May 9, 1935 6 sheets -sheet 5 a l; av

INVENTOR ATT RNEYS April 5 1935. w. J. BIGLEY, JR 1,996,695

TRANSPORTATION METHOD AND MEANS Filed May 9, 1933 6 Sheets-Sheet 6 J32 J29 J54 J29 I INVENTOR MWJWJ;

ATTORNEYS Patented Apr. 2, 1935 UNITED STATES PATENT OFFICE TRANSPORTATION METHOD AND MEANS William J. Blgley, In, Hoboken. N. J.

Application May 9, 1933, Serial N0. 670,162

6 Claims.

Heretofore considerable difficulty has been experienced in the transportation of girders of excessive size either by rail or by road and particularly through city streets where sharp turns, frequently more or less obstructed, have to be made. The practice has been to transport girders on their sides so that maneuvering has been made diificult, particularly where the girders were of any great depth and length. More over, girders of considerable length, when transported in this position, have often been damaged due to warping as the result of-sagging be tween their supporting elements. For this reason, there have heretofore been very definite limitations as to the size of girders which could be transported.

Frequently girders are equipped, upon final installation, with a relatively fragile superstructure, such as a railing. While such a railing could be associated with the girder with the greatest facility at the factory, it has been impossible to do this, under present practice, due to the impossibility of safety handling and transporting the complete assembly.

The present invention relates to method and means whereby girders of maximum size may be transported without damage thereto, with the capability of maneuvering under almost any conditions likely to be encountered, and with relatively fragile subsidiary structure associated therewith. Primarily, the invention contemplates the support of the girder at each end and on a pair of wheeled elements, to one or both of which traction may be applied. The invention includes essentially means for supporting the girder securely on its edge and for turning with respect to the supporting means. For road transportation, the supporting means are in the form of multiple wheeled trucks or trailers which, in preferred form, embody particular construction enhancing their strength and maneuveribility.

Since the invention will be best understood from a description of specific apparatus, I shall proceed to describe it with reference to the accompanying drawings, in which Figure 1 is an elevation of transporting apparatus for road use;

Figure 2 is a plan view of the apparatus of Figure 1;

Figure 3 is an elevation of a modified form of road apparatus;

Figure 4 is a plan view of the" apparatus of Figure 3;

Figure 5 is an enlarged elevational view of a portion of the front trailer element shown in Figures 1 and 2; a

Figure 6 is a section on line 6-6 of Figure 5;

Figure 7 is a perspective of certain elements appearing in Figures 5 and 6;

Figure 8 is a fragmentary view showing a modification in detail of one of the elements appearing in Figure 7;

Figure 9 is an enlarged elevational view of the trailer shown in Figures 3 and 4, the front and rear trailers in these views being identical in construction;

Figure 10 is a plan view of the trailer of Figure 9, with parts broken away to reveal others;

Figure 11 shows in perspective a grapple which appears also in Figure 9;

Figure 12 is a section on line |2l2 of Figure 10;

Figure 13 is a section on line l3l3 of Figure 10;

Figure 14 is an elevation of the trailer tongue or drawbar shown in Figures 3 and 4;

Figure 15 is a plan view of the tongue of Figure 14;

Figure 16 is a plan view of the trailer of Figures 3 and 4, with parts removed to reveal the running gear;

Figure 17 is a section on line I'l-l'l of 'Figure 16;

Figure 18 is a section on line l8-|B of Figure 17;

Figure 19 is a section on line l9--l9 of Figure 18; and

Figure 20 is an elevation showing a girder mounted, as contemplated under the present in-- vention, for transportation on railroad cars.

Referring to the drawings, and first of all to Figures 1, 2, and 5 to 8, reference numeral designates generally a forward trailer and reference numeral '26 a rear trailer which support adjacent its ends a girder 21 on edge. cifically a truss, element 21 is referred to as a girder since the latter term will be used generically herein. Except for means adapting them particularly to the uses contemplated under the present invention, trailers 25 and 26 are of well known construction. The trailer 25 has a rear horizontal platform portion supported at its rear end, as here shown, by a single transverse series of wheels 28. The trailer has an upwardly offset tongue portion 29 at its forward end, the forward end of the tongue portion being supported on a truck 30 and pivoted thereto on a vertical axis, the axis being defined by a king bolt through which traction is applied to the trailer.

While spe- Referring particularly to Figure 5, the trailer frame comprises side members as at 8| above which project wheel guards as at 82, the wheel guards having horizontal top edges. Forwardly of the wheel guards, planking 88- is laid across the side frame members, the top surface of the planking being in the plane of the top edges of the wheel guards. A heavy plate 84 is fastened on top of the wheel guards 82 and the planking 83, this plate, somewhat forwardly of the wheels 28, being provided midway between the sides of the trailer with an aperture which receives a king pin 35, the latter extending downwardly through an aperture in the planking and through registering apertures in a sub-plate 88 and a reinforcing plate 81 welded to the bottom of the latter..

A bolster 88 is mounted on plate 34 for relative swinging movements about king pin 85. The bolster comprises a channel member which normally extends transversely of the trailer, and projects, as shown in Figure 6, slightly beyond the sides of the latter. As here shown, the channel member is made up of a flat bottom plate 38 and angle bars 48 and 4| secured along its upper margins and coextensive in length therewith. Pairs of ears 42 are secured to the top of plate 38 at its ends, these ears including upstanding portions provided with registering apertures. Between angle bars 48 and 4| is provided a filler or planking or similar material 44, whose top surface stands somewhat above the upper edges of the angle bars. Centrally, the planking 44 and .plate 39 are apertured to receive the king pin 35 whose top end is inset in a counterbore in the planking so that the upper extremity of the king pin is flush with or somewhat below the top surface of the planking. An abutment element 45 secured to the upper end of the king pin holds the latter against gravity, while a bolt 48 passed through the king pin below plate 31 holds the pin against upward displacement.

The plate 88 has a large bearing on the plate 84 and the latter is ofsuiiicient size as to underlie plate 38 in all possible swinging positions of the latter about king pin 35. In order to reduce friction the top of plate 34 is thoroughly greased within the range of swing of the bolster.

The girder 21 rests on bolster 38 immediately above the king pin and in perpendicular relation to the bolster. Particular means are associated with the bolster to prevent lateral tilting of the girder, which, as before mentioned, rests on its edge and must thus be securely braced.

For this purpose, I provide a pair of triangular racks or frames 41 which are secured to the bolster in proper position, one at each side of the king pin, so as to position at least the lower position of the girder. Frames 41 are of identical construction so that a description of one will sufllce.

Referring particularly to Figures 5, 6, and '1, each frame 41 comprises a vertical portion made up of upright angles 48 and 49 and top and intermediate cross angles 58 and 5|. Secured to the upper end of uprights 48 and 48 are oblique angle bars 52 and 53 joined at their lower ends by cross member 54. All of these members are preferably secured together by welding. The lower ends of angle members 48 and 52 have apertures 55 and 55' therein. The length of the cross members 58, 5| and 54 is such that the frame 41 may be set over bolster 88 with the lower ends of members 48 and 52 positioned somewhat outwardly of angles 48 and 4|, respectively. As most clearly shown in Figure 7, angles 48 and 4| are provided with series of registering apertures 84, 85 and 88, 81. The corresponding apertures of series 84 and 88 are spaced apart the same distance as apertures 55 and 55' of members 48 and 52, so that the latter may be brought into register with selected apertures of anchor 48. Thus, depending upon the width of the girder, the two frames 41 will be positioned along the bolster and secured by passing pins 88 through the registering apertures of the bolster and the foot portions of the frames.

A considerable adjustment range for frames 41 is desirable since in many instances it is possible to haul two or more girders together. In cases where it is desirable to provide a wider space between the frames than that afforded when the frames are in their outermost positions on the girder, I utilize extension pieces as shown at 58 and 58, Figure 7. These pieces may have end apertures 58, 51 and 82, 83 spaced as apertures 55, 55' and 88, 8|. A pin 88 may be passed through apertures 58, 55, an aperture 88, an aperture 81, and apertures 88 and 82 to unite the extension pieces, frame and bolster, and another pin 88 may be passed through apertures 51, 55 and 83, 8| to unite the frame and outer extension ends. A further pin 88 is passed through intermediate apertures of the extension pieces and aligned ones of apertures 88 and 81 to hold the extension pieces rigidly in horizontally projecting relation to the bolster.

It will be understood that by properly spacing the apertures in the extension pieces they may be secured to the bolster ends to project the desired distance therebeyond. Further, the frames 41 may be adjusted relative to the extensions without changing the position of the latter. For example, apertures 55' and 8| might be positioned to register with intermediate apertures of the extension pieces so that apertures 55 and 88 would come into register with apertures in angles 48 and 4|, inwardly of the inner ends of the extension pieces. The various possible relations of the parts to secure the desired results can be readily selected so that further discussion here is unnecessary.

The girder rests firmly on bolster 38, due to the fact that rivet heads on its lower face embed themselves in the relatively soft planking of the bolster to resist relative movement of the girder and bolster. The edges of the lower web 89 of the girder abut the upright portions of frames 41 so that the lower portion of the girder is held securely against transverse movement. Blocks may be placed between the upper portions of the frames and the central web of the girder to steady the latter. Of course, if the girder has side plates flush with the lower edges of web '88, these are engaged by the upper portions of frame 41 to provide additional support. However, additional support for the upper portion of the girder is preferably provided by braces or guys which connect the upper web 18 of the girder with the outer ends of the bolster. Such braces are conveniently constituted by tensionable, flexible elements, such as are shown in Figures 1, 2, 5 and 6. Referring to these figures reference numeral 1| designates a grapple which is adapted to grip under web 18 on one side thereof and to extend over and across and project beyond the other side thereof. The projecting portion of the grapple has a loop of cable 12 secured thereto, which is in turn connected to a turn buckle 18, the other end of the turn buckle being engaged between ears 82 with a pin 88 which passes through the apertures of the ears as well as through the bolster. One of the described braces V connects each end of the bolster, through'ears 82,

with the top of the girder, and it will be understoodthat by suitably adjusting the turn buckles, the girder may be rigidly secured in upright position. Due to the distance of ears 82 from the girder, the mechanical advantage of the bracing system is such as to afford rigid support for girders of great depth without undue strain on the parts. Where a plurality of girders are being carried, a grapple is engaged with the outer edge of each outer girder, as will be understood, so that upon tensioning the guy elements the girders are drawn together as a unit. If the guy elements break under severe strain the girder or guides are still maintained on edge by the frames "and under some circumstances, the guy elements may be entirely omitted.

Instead of connecting the lower ends of the braces to the bolster through cars 82 and the bolts or pins supported thereby, they may be secured to cleats, as at 18, Figure 8, these cleats having horizontal portions fixed to the bolster plate 38 and an upstanding portion which, at its extremity, is somewhat inwardly inclined and provided with an aperture 15 in which the lower end of the brace is engaged. As shown in Figure 7, pins 88 may have their projecting ends apertured and engaged by shackles 1-8 to prevent their axial displacement.

The trailer 28, as here shown, has two series of wheels 11 and 18 arranged in tandem. This trailer is of exactly the same construction as the trailers shown in Figures 3 and 4 with the exception that the latter are provided with extension tongues 18, which are shown alone in Figures 14 and 15. In Figures 3 and 4, the trailers are generally designated by the reference numeral 28, as in Figure 1, and these will be described with particular reference to Figures 9 to 19.

Each truck unit 28 comprises a rectangular main frame composed essentially of side members 88, and cross members 82, all of these being conveniently in the form of channels, and a central longitudinal member 8| extends between the cross members.

Journaled in the longitudinal members 88 and 8| of the main frame is a heavy shaft 83, members 88 being suitably thickened by auxiliary plates to provide proper bearing surface. As shown in Figure 16, the ends of shaft 83 may be provided with annular grooves 83 in which are engaged clips as at 84 which are fixed to the longitudinal members 88, the clips preventing axial displacement of the shaft. Shaft 83 passes through tubular portions of a pair of pedestals 85 and 88, these pedestals being held in spaced relation by means of central tubular spacers 81 and 81' and end spacers 88 and 88 strung on shaft 83. As shown most clearly in Figure 17, pedestal 88 has a tubular bearing portion 88 below shaft 83, the axial line of bearing portion 88 lying in a plane perpendicular to shaft 83.

A shaft 8| engaged in bearing portion 98 of pedestal 88 has its ends engaged in journal portions of blocks 82 and 93. Block 82 has a journal portion 84 in which is received an axle 85 above shaft 8| with its axis in a plane perpendicular to shaft 8|. Mounted on the ends of axle 85 are the pairs of wheels 88 and 81. Block 83 receives an axle 88 similar to axle 85, the axle 88 carrying pairs of wheels 89 and I88. Above shaft 83, the tubular portion of pedestal 88 is reinforced by means of upwardly and transversely extending gussets III, which extend between the tubular portion and an integral plate-like formation I82.

Pedestal 88 is of exactly the same construction as pedestal 88 and thetwo are mounted at equal distances from the central longitudinal line of the truck frame. The two pedestals, together with their appurtenances, constitute a sub-frame directly mounted on the wheels, this sub-frame being connected by shaft 83 with the main frame.

It will be understood that each pedestal is rockable relative to the main frame about the axis of shaft 83 and that each set of wheels 18 and I9 is independently rockable about the axis of its associated shaft 8|. This construction, which, in general, is well known, enables the. truck wheels to conform to a road surface with substantially equalized transmission of load.

The rectangular frame constituted by members 88 to 82 has secured thereon a heavy plate I88 which extends fore and aft of the wheels 18 and 19 and from side to side of the frame. The central longitudinal frame member 8| supports the central portion of plate I83. A bifurcated king pin I85 straddles member 8| and is bolted thereto by means of a bolt I88, the lower end of the king pin being conformed to spacers 81 and 81' and resting thereon. Above the bifurcation the king pin seats in a recess 8| in member 8|, see Figure 19. The king pin has an upper reduced portion I81 which passes through an aperture provided in plate I83, the aperture margins resting on the shoulder I81 beneath reduced portion I81 and being welded thereto, the top of shoulder I81 being flush with the top edge of member 8|. The described mounting of the king pin gives it maximum rigidity and strength, these characteristics being essential in view of the fact that it is a draft-transmitting element. The lower portion of the king pin is held securely by frame member 8| which latter is rigidifled by the spacers 81 and 81' which abut thereagainst. The upper portion of the king pin is securely held by plate I83 which in turn is bolted to the frame members as may be observed in Figure 9.

I A plate I88 substantially coextensive with plate I82 is superposed on the latter and has a central aperture receiving the king pin extension I81, this extension serving as a pivoting axis for plate I88, the latter constituting the main element of a turntable operably rotatable on plate I83. The king pin has a further extension I88 which is threaded and receives a nut 8 locked thereon by means of a bolt III, there being a washer I I2 interposed between the nut and plate I 88.

Plate I83 is provided with two series of apertures H3 and I which are arranged on similar arcs having king pin I88 as their center. Plate I 88 is provided with collared apertures spaced from the king pin so as to be simultaneously registerable with a selected pair of apertures I I3 and III to receive pins and I I8 which serve to lock the main truck frame in desired angular relation to the turntable.

Fore and aft of the king pin and at equal distances therefrom, two bolsters H1 and 8 are secured in parallel relation on plate I88. Since these bolsters are of exactly the same construction as bolster 38, heretofore referred to, their further description is unnecessary. As shown in Figure 13, the bottom-plates are secured to plate I88 through bolts having countersunk heads.

With truck 28 placed as in Figures 1 and 2, it will be evident thatthe weight of the girder is received by the main truck frame through bolsters III and H8, which are at equal distances from the pivot shaft 03. Thus, the truck main frame is maintained in parallel relation to the girder with king pin I05 consequently always at right angles to the latter. Free movements of the subframe relative to the main frame and to the girder are permitted by reason of the pivotal mounting above discussed. Each bolster II! and H carries a.pair of frames 41 and each has a pair of guy elements extending between its outer ends and the top portion of the girder. In ordinary transportation, truck 28 occupies the position shown in Figure 2, wherein its wheel axes are at right angles to the vertical plane of the girder, the turntable being locked to the main frame to prevent relative rotation of the latter. However, when sharp turns must be made, pins H and H6 are temporarily removed and the main frame angled as required and temporarily locked in angled position if desired. The extended bearing surface between the turntable and the main frame is preferably kept well greased in order to facilitate the angling operation.

A triangular frame is secured to oneend of the rectangular frame constituted by members 80 to 82 and comprises the angularly related members I 40 and MI, an end gusset I42, and cross members I43 and I44. At the apex of this triangular frame is secured a horizontally projecting stub tongue I 45 to which may be bolted the rear end of the main or extension tongue which may take the form shown in Figures 14 and 15. Wheel brakes are preferably provided, as shown, and this may be operated by a hand wheel IIS fixed on a drum shaft journaled in frame member I40, Figure 10.

In loading, the trailers 25 and 26 are stationed the proper distance apart as determined by the length of the girder to be transported. This disposition is readily accomplished due to the independence of the trailers prior to the loading thereon of the girder since the latter forms the sole connection between the trailers. When the rear trailer 26 is properly positioned a block is preferably placed under the projecting extremity of its main frame .so as to support the latter in substantially horizontal position. The frames 41 having been properly positioned, the girder is picked up and lowered between the frames to rest on edge on the bolsters. The guy elements, if used, are now placed and tensioned and the load is ready for movement.

Arrived at the job, the apparatus is preferably positioned so that, upon removal of the guy elements, the girder may be hooked onto, lifted, and dropped into final position in a single continuous operation. There is thus a tremendous saving in time over the old method of fiat transportation, since, assuming the girders to have been shipped on edge by rail from the mill, they are retained always in this position and this is the position in which they are finally used. All operations of changing from edge to side disposition or vice versa are eliminated, and moreover, danger of damage arising from these operations is entirely done away with. Speed, ease of handling, and safety are prime attributes of the new method.

V When the load has been removed from the trailers, stub tongue I45 of trailer 26 may be pivotally engaged with a suitable coupling I48 on the rear end of trailer 25 so that the empty trailers may be hauled in tandem.

In Figures 3 and 4, the trailers 28, as above stated, are equipped with extension tongues I0 and are so disposed relative to the girder I20 that the tongues extend beyond the ends of the latter. One of the tongues is shown as being connected through a suitable connection with the rear end of a truck I2 I, which is assumed to be the tractive unit. The other tongue is shown as be- .ing connected to the rear end of a truck I22, this connection being more or less temporary, truck I22 being utilized principally to angle the truck main frame relative to the turn table. However, either tongue is available for tractive or maneuvering purposes. Occasionally the rear truck is used as a pusher with the rear trailer straight or in angled relation to the girder in which relation it may be locked or free.

According to Figures 3 and 4, the girder I20 has relatively fragile superstructure I23 extending along its upper edge, the superstructure as shown being a railing assembled and mounted on the girder at the mill. The guy members are secured to the top portion of the girder and do not aifect the railing so that the whole assembly may be transported without damage. The guy members are secured at their upper ends to grapples I24 of modified form, Figure 11, and at their lower ends are secured two looped cable sections I25 in whose looped ends are engaged the ends of outer pins 68. Such anchoring means for the lower ends of the guy means do not, of course, difler essentially from those described with reference to Figures 5 to 8 and are shown merely as alternative constructions. The ends of pins 68, or shackles I6, if desired, are used as anchoring means particularly when the extension pieces 58, 59, Figure 7, are used.

While it is desirable that the girder supporting means be of relatively small overall height so as to keep the weight low, the girder should be supported at a height which will enable it to swing over low obstructions such as fire hydrants which are often encountered at corners. In making short turns, the intermediate portion of the girder must frequently swing across the sidewalk.

Girder I20 is shown as being provided with vertical reinforcing strips I26 whose outer edges are substantially flush with the outer edges of the top and bottom webs of the girder. Under such circumstances, it is desirable that the trucks be so placed that these struts will be engaged as far as possible by the cross members of the frames 41 so that the frames may thus cooperate with the guy elements in preventing rocking of the girder.

In pulling up steep grades, a. single truck is frequently insuflicient to move the load. Auxiliary trucks may be connected to the trailers 26 by means of cables engaged in rings as at I21, Figure 9, secured to the sides of the trailer main frames. When unloaded, the rear trailer may be hauled by hooking its tongue I9 into a coupling I50 on the rear end of the front trailer.

In Figure 20, I have shown a girder I28 mounted for transportation on fiat cars. The girder is supported at each end on a turntable I29 pivoted to a car and directly above the vertical axis of the car truck as here shown, the turntable I29 being exactly the same in construction as tumtable I08 above described and similarly support-' ing a pair of bolsters-upon'which the girder rests. A wear plate such as plate I03, Figure 10, is secured to the car floor beneath the turntable and a suitable pivot is provided. The disposition of the turntables on the cars is of course determined by the length of the girder, but the disposition shown is desirable where possible. No locking means need be provided for the turntables, since their free rotatability is necessary. Desirably, tension members as at I30 and HI extend between the outer bolsters and the ends of the girder so as to prevent longitudinal displacement of the latter. The weight of the girder is taken by cars I32 and I33, idler car I34 merely acting as a spacer element between the load carrying cars. This arrangement differs from that shown in Figures 1 to 4 particularly in that in the latter figures the girder forms the sole connection between the supporting units.

The turntables with the frames or racks 41 constitute in offset self-contained cradles of adjustable capacity adapted to support girders of large depth, and the guyelements, which are substantially permanently associated with the turntables, as are the frames, are readily adjustable and easily applied and removed. I have thus provided a combination of means greatly facilitating loading and unloading of large girders and enabling the girders to be carried on edge, thus affording numerous advantages as above discussed. The turntables may, of course, be associated with any type of movable supporting means and their use is not confined to any particular type of truck, trailer, or car, as will be understood.

Referring to Figure 6, the right and left hand frames or racks are shown in full and dotted line positions. In the full line position, the frames are shown as properly positioned to receive the lower web 60 of girder 21 to positively position the latter. The dotted position at the right shows the frame moved inwardly as when a girder with a narrower bottom web is to be transported.

The dotted position at the left of Figure 6 shows the frame as swung outwardly about the outer pin 68 upon removal of the inner pin 68. It is assumed here that the girder is being unloaded from the left and that additional clearance is necessary or desirable to permit free upward movement of the girder. Under these circumstances, all the left hand frames are swung outwardly so that upon being lifted the girder may rock to the left. For example, the girders sometimes have lateral projections which would catch under the frame cross pieces if it were attempted to move the girders upwardly without permitting them to free themselves as by swinging the side frames outwardly on one or both sides. Ordinarily it is sufficient to swing out only the frames on that side from which the girder is being unloaded. Cross pieces 54 serve to limit swinging of the frames when the latter are positioned sufficiently inwardly so that the cross pieces can abut the outer ends of the bolsters.

When possible, I prefer to haul at least a pair of girders together, since they provide a broad supporting base and mutually support each other to some degree. A girder of large depth is considered herein to be one which when placed on edge has practically no lateral stability and would immediately tend to fall over, if disturbed, unless restrained by adequate means.

While I have described specific embodiments of the invention, it will be understood that the construction may be varied considerably as to details without departure from the invention. Accordingly, I do not limit myself except as in the following claims.

I claim:-

1. For use in apparatus of the class described, a bolster comprising a channel unit and in the channel thereof a plank filler whose top surface is above the free edges of the channel side walls, said walls and the filler being provided with a plurality of pairs of aligned apertures, a frame having foot portions positioned outwardly of said side walls and provided with apertures registrable with selected pairs of the first named apertures. and pins engageable in the registered apertures to secure the frame to the bolster.

2. Transportation means for girders of large length and depth, said means including a bolster and bracing frames, said bolster comprising parallel upstanding longitudinally extending flanges having aligned apertures therein, said frames each comprising an inner vertical portion and an outwardly and downwardly inclined bracing portion, each portion of each of said frames having apertures therein registrable with apertures in the bolster flanges, means passed through the registering apertures to maintain the frames in position on the bolster withtheir upright portions face to face, and guy members secured at the outer ends of the bolster and adapted to be engaged with the top edge of a girder, said frames being relatively positioned to limit side movement of the bottom flange of a girder and being of substantial height relative to the depth of the girder to be transported, the guy members serving as primary positioning means for the upper portion of a girder having a depth greater than the height of said frames and in such case the top of the frames serving to limit positive tilting of the girder in the event of break age of the guy members.

3. Transportation means for girders of large length and depth, said means including a bolster and bracing'frames, said bolster comprising upstanding longitudinally extending flanges adapted to receive a wear plate filler therebetween and having aligned apertures therein, said frames each comprising an inner vertical portion and an outwardly and downwardly inclined bracing portion, each portion of each of said frames having apertures therein registering with apertures in the bolster and flanges, and means extending through the registering apertures to maintain the frames in position on the bolster with their upright portions face to face.

4. Means for supporting a girder of large length and depth for transportation on edge and permitting bodily upward unloading of the girder from the supporting means without dismantling of the latter, said means comprising a horizontal metal structure on which the girder is adapted to be disposed in transversely extending relation, bracing means comprising vertical members secured at their lower ends to said metal structure at the sides of the girder in position to positively limit lateral bodily movement of the latter, said vertical members being of a height to positively limit lateral tilting of the girder, and members sloping outwardly and downwardly from said vertical members and having their ends secured to the upper portion of said vertical members and to said metal structure respectively, said horizontal metal structure and bracing frames constituting a selfcontained unit.

5. Means for supporting a girder of large length and depth for transportation on edge and permitting bodily upward unloading ofthe girder from the supporting means without dismantling of the latter, said means comprising a horizontal metal structure on which the girder is adapted to be disposed in transversely extending relation, bracing means comprising vertical members secured at their lower ends to said metal structure at the sides of the girder in.position to positively limit lateral bodily movement of the latter. said vertical members being of a height to positively limit lateral tilting of the girder, and members sloping outwardly and downwardly from said vertical members and having their ends secured to the upper portion of said vertical members and to said metal structure respectiv'ely, said horizontal metal structure and bracing frames constituting a self-contained unit, said bracing means being positionable in different spaced relation on said metal structure.

6. Means for supporting a girder of large length and depth for transportation on edge and permitting bodily upward unloading of the girder from the supporting means without dismantling of the latter, said means comprising 9.

horizontal metal structure on which the girder is adapted to be disposed in transversely extending relation, said structure comprising upstanding longitudinally extending flanges adapted to receive a wear plate filler therebetween, bracing means comprising vertical members secured at their lower ends to said metal structure at the sides of the girder in position to positively limit the lateral bodily movement of the latter, said vertical members being of a height to positively WILLIAM J. BIGLEY, JR. 

